Worries as new ferries stall

• Marine experts still convinced that it’s only the proposed bypasses that will provide a permanent solution to the erratic ferry services

Recent cases of ferry scare at the crossing channel in Likoni have opened old wounds that commuters, motorists and others thought would have been buried with the arrival of two new ferries.

Commuters who had started basking in the new-found hope for stress-free crossing are worried that their joy might be short-lived.

A cross-section of members of the business community in the tourist haven of Diani are saying their expectations are slowly being dashed and are calling for a lasting solution that would also help spur development in the area.

Panic and pandemonium gripped commuters and motorists on Tuesday evening last week when one of the new ferries Mv Likoni got stuck on the main rump at the channel blocking other vessels from disembarking during the rush hour.

Another ferry Mv Kwale stalled midstream sending panic to commuters in a drama that lasted about two hours.

Diani businessman David Ndirangu said the new developments were worrying especially coming at a time when tour operators had been assured of smooth sailing across the channel unlike in the past when tourists had to wait for up to six hours to reach their local destinations.

“It’s especially disturbing when such mishaps and delays are being experienced during the start of the high tourist season,” said Mr Ndirangu who is in the hospitality industry.

Mombasa and Coast Tourist Association (MCTA) executive officer Millicent Odhiambo said the incidents being witnessed at the channel were not good for the industry that is struggling to recover from various shocks.

“South Coast is a gem in tourism and should be handled with a lot of care so that the tourists who visit the area are not treated to the same problems that we thought had been solved with the arrival of new vessels,” she said.

Marine experts and other players are still convinced that it’s only the proposed bypass at Dongo Kundu and the Likoni-Ukunda road near Ngombeni that will provide a permanent solution to the erratic ferry services connecting the North Coast and the South Coast, a marine expert has said.

Captain John Odhach said the government should invest on the bypass at Dongo Kundu since Likoni and Mtongwe channels cannot handle the growing population in the area.

Capt Odhach said increasing the fleet in the two channels was not solving any problem since their operations were regulated by marine laws.

“When ferry services were introduced in the country, Kenya had a population of approximately nine million and now we are tallying close to 40 million, yet the channel is not being expanded,” said the captain.

In an interview with the Nation, Capt Odhach said according to navigation rules, only three ferries were allowed to operate at a go to avoid accidents due to the turbulence of water caused by propellers of the vessels.

He said increasing the number of ferries was not a solution since rules did not allow three ferries to dock on the ramp at the same time.

“Even if the ramps are expanded to accommodate more ferries, coxswains will not be allowed by law to land three ferries at a go to avoid accidents hence they will be forced to queue,” said Capt Odhach.

The expert, who has worked in different marine organisations in the country, said the government was investing on the number of fleets at the channel without considering navigation rules. He also challenged the government to invest in passenger ferries rather than vehicle vessels.

“All vessels plying Likoni and Mtongwe channels are vehicle ferries and there is need to invest on passenger vessels since the number of users is growing every day,” he said.

On the viability of the underground water tunnel and fly over bridges, Capt Odhach said the projects were impractical since they were more expensive to the government.

He said the waves at the Likoni Channel were about six notes and a bridge was recommended in places where the currents were above 12 notes.

“Once the bridge is built at the channel, no vessel will enter at the Port of Mombasa because the strength of wave will be lowered hence affecting movement of the ships.”

A feasibility study carried out in 1994 by the government had shown that the cost of a bridge was expensive, and the idea was dropped in Parliament.

On undersea tunnel, he said this should be built from Mwembe Tayari on the island side of Mombasa which is about five kilometres from Likoni Channel to Shika Adabu on the mainland side of the channel. But underwater tunnel is also not viable due to the unreliable power in the country.

“The only solution to avert disaster at our ferries is to construct Dongo Kundu bypass and leave the ferries to be used on emergency purposes,” he said.

Capt Odhach has been a merchant ship superintendent before Kenya Maritime Authority (KMA) was established. He also worked as a pilot at the Kenya Ports Authority and was a member of the KMA for two years. He is currently a marine consultant in Mombasa.

MA Consulting Group managing director Ngure Mwaniki says the development of the bypass to the south of Mombasa Island with a bridge from Miritini is expected to open up the South Coast, promote tourism and improve road connections to Tanzania.

Port masterplan

The company was appointed by the Kenya Ports Authority (KPA) to revise the 2004 port masterplan and the Dongo Kundu project is one of the 97 flagship projects identified by the government to achieve vision 2030.

Besides the bypass, Dongo Kundu will also host a Free Trade Zone (FTZ).

KPA has so far reclaimed a land adjacent to the Japanese-funded second container terminal which is expected to be completed by the year 2012 and will have a capacity to handle 1.2 million 20 foot equivalent units (Teus) per year compared to the 250,000 capacity of the present terminal which is already overstretched, handling about 600,000 Teus.

According to the consultants, KPA should protect its interests by providing technical advice on all developments affecting the port and ensure that it is properly equipped to fulfil any obligations relating to the development of Dongo Kundu.

In 2008 the Ministry of Transport invited bids to carry out a feasibility study on the Dongo Kundu project to determine the actual cost of the project to seek implementing partners.

The decision to revise the master plan was as a result of the growth in the cargo traffic.

Container traffic increased by 14 per cent per annum in tonnage and dry bulks by 20 per cent per annum, with liquid bulk recording a growth of five per cent per annum in the last few years.